Hydrocarbon-engine.



W. D. c. WRIGHT. HYDROGARBON ENGINE.

APPLICATION FILED JUNE 3, 1912.

1,086,634, Patented Feb. 10, 1914.

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W. D. O. WRIGHT. HYDROUARBON ENGINE.

APPLIOATION FILED JUNE 3, 1912.

Patented Feb. 10, 1914.

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WITNESSES:

ATTORNEYS W. D. G. WRIGHT.

HYDROGARBON ENGINE.

APPLICATION FILED mm 3, 1912.

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. T 0' all whom it 1n aii/ concern UNITED STATES PATENT OFFICE.

WILSON p, CRAIG WRIGHT, or PHILADELPHIA, PENNSYLVANIA, Asfsmnon or one HALF To JOSEPH WRIGHT, or PHILADELPHIA, PENNSYLVANIA.

HYDROC ARBON-ENGINE.

- Specification of Letters latent.

Application filed June 3. 1912. Serial No. 701,122. p 1

Be it known that I, WILSON D. CRAIG siding at Philadelphia, in the county of;

Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Hydrocarbon-Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying. drawings, and to characform a partof this specification.

The present invention has reference, generally, to improvements in mechanism for -0b taining power from hydrocarbons, particularly heavy hydrocarbons, including the vnatural crude mineral oils of paraffin or asphalt base, as well as kerosene and other manufactured or modified productsofthe same general class.

The invention has for one of itsfobjects to simplify the mechanism. Heretofore in muiticylinder engines, of the type with which the present invention'is classed, it has beerfaiecessary to pumps, for each ingre lent of the final fuel combination, and for each cylinder possessed by the engine. The present invention provides a construction in which a single pump for each ingredient of the final fuel combination is necessary regardless of the" number of cylinders with which the engine is provided, andthis arrangement is made possible by the introduction into the combination of pumps and engine cylinders of a novel construction of distributer device which controls a properly timed and successive delivery of the fuel from the pumps to the several cylinders of the; engine.

A further object of the present invention is to provide a means for governing or automatically regulating the amount of fuel delivered to the engine cylinders, the variable change thus delivered governing or controlling the engine speed and power.

A still further object of the present invention is to provide a means for starting the engine which ermits the use of a highly volatile hydrocar on fuel so that the engine can be started from a cold condition and th o a ile haslmearhan (provide separate fuel according to and embodyingthe principles ciently heated to satisfactorily utilize the heavy hydrocarbons, for the use of which it is primarily constructed, the change from the volatile hydrocarbon to the heavy hydrocarbon being. easily and quickly accomplished while the engine is running. Such starting means obviates the necessity-of first burner or torch. which necessitates a dangerous outside or exposed flame, the elimination of which reduces to a minimum the danger of fires, explosions,- and so forth, as well as doing away with much trouble and delay in starting the engine. Other objects of the present ilwentionnot at this time more particularly enumerated will be clearly understood from the follow ing detailed description of my present invention.

.With the various objects of my present invention in view, the same consists, primarily, in the novel construction of hydrocarbon engine hereinafter set forth; and, furthermore, this invention consists in the several novel arrangements and combinations' of the various devices and parts as well as in the details of the construction thereof,

then finally embodied in the clauses of the claim which are appended to and which form'an essential part of this specification. The invention is clearly illustrated in the accompanying drawings, in which Figure 1 is a side elevation of the novel construction of hydrocarbon engine, made of the present invention, the same being illustrated in somewhat diagrammatic form as to its external connections and parts.

Fig. 2 is a large detail vertical longitudinal section of one of the fuel distributer devices; and .Fig. 3 is a transverse section of the. same taken on line3-3 in said Fig. 2, looking in the direct-ion of the arrow :0. Fig. at is a large detail vertical longitudinal section of the fuel atomizing valve mechanism, the same being taken on line 4.-4 in said Fig. 1; and Fig. 5 is a transverse section'of'the same taken on line 5 5 in said Fig. 4. Fig. 6 is a large detail vertical longitudinal section of a governor controlled by-pass mechanism for controlling the fuel charge .gleliyered to the. .enginecylinder.

Patented Feb. 10, 1914.

heating the hot tubes by means of a Bunsen Fig. 7 is a large detail vertical longitudinal section of a two-way valve for alternately controlling the circulation through the pump mechanism of. either the volatile hydrocarbon or the heavy hydrocarbon,

. which is to bedelivered to the engine as crude mineral oils or the like, which is to be usedas fuel; the reference-character -5 indicates another tank, or other suitable receptacle, adapted to contain a supply of volatile hydrocarbon, such as gasolene or the like, which is to be used as a starting fuel for the engine; and the referencecharacter 6 indicates another tank, or other suitable receptacle, adapted to contain a supply of water, which is supplied to the engine cylinders in company with the heavy hydrocarbon and air, the combination. of which provides the gaseous mixture forming the uel.

The reference character 7 indicates a suitablepump which is connected by a line of piping 8 with said heavy hydrocarbon tank 4, and a branch pipe 8 leads from said piping 8 to said volatile hydrocarbon tank 5, this connection being made thr'ougha suitable two-way valve 9, (such as is illustrated in Fig. 7 of the drawings) so that the said pump 7 may be caused to draw from said tanks 4 or 5, and impel to the engine cylinders, either the volatile hydrocarbon or the heavy hydrocarbon at will.

The reference-character 10 indicates a lay shaft which is geared in connection with said crank-shaft 3 so as to be driven in proper time relation therewith, and said pump 7 is geared in connection with said lay-shaft so that its pump-rod will be reclprocated in such time-relation as to cause a pump impulse or stroke delivering a charge of fuel to each cylinder 1 as required. For example, in a four cylinder incense charge through the piping 13, 13', 13' and 13 to'the respective atomizing valves 14, connected with the several cylinders 1.

-Connected with the feed iping 11 by means of the piping 15 is a y-pass valve return piping 17 with said heavy hydrocarbon tank 4, and a branch pipe 17 leads from said return piping 17 to said volatile hydrocarbon tank 5, this connection being made througha suitable two-way valve 18,

v16, which in turn is connected by means of (such as is illustrated in Fig. 7 of the drawlay-shaft 10 soqas to be driven thereby syna chronously with said hydrocarbon pump 7 Through the piping 21 the said water pump 19 impels the water to a distributer 22, similar to the hydrocarbon distributer 12, the

water through the piping 23, 23 23 and 23"." to the respective atomizing valves 14, connected with the several cylinders 1. Said piping 20 is provided with a suitable shutofi valve 24, so that the water may be shut oil from the water-pump 19, thereby preventing the latter from impelling water to the said atomizing valves 14 when the volatile hydrocarbon fuel is being used to oper ate the engine. Connected with said piping 21 by means of the piping 25 is a by-pass valve 26, which in turn is connected, by means of return piping 27 with said water tank 6.

The respective by-pass valves 16 and 26 are constructed as follows:-Each by-pass valve comprises a hollow-cylindrical body 28 having an inlet portion 29 and an outlet portion 30, the same being preferably in the same plane. Slidably arranged within said cylindrical body 28 is cut-off piston 31, the lower portion 32 of which'normally registers with the respective inlet and outlet portions 29 and 30, so as to close or cut ofi communication between the same. off piston 31 is reduced in diameter above said lower portion 32 so as to provide a passage 33 around the piston and between the same and the Walls of said cylindrical body 28, whereby, when the piston is moved downwardly so as to carry said lower portionthereof beyond the respective inlet and outlet portions, the said passage 33 will register with said inlet and outlet portions and afford means of communication between the same. A suitable piston rod 3 1 is connected with said piston 31, and extends upwardly said distributor 22 selectively passing on the The said cutthrough a suitable stufiiiig-box or gland 35' provided at the heador upper portion of ably operated centrifugal governor 39, the

shaft 40 of which is geared through intermediate transmission mechanism 41 to a driving gear 42 connected upon the crankshaft 3 of the engine. As the engine increases the speed of its revolutions, thego'v ernor 39 tends to move said operating le- "61'38 in such a manner as to force downwardly said piston-rods 34 and pistons 31,- thus opening communication between the fuel and water feed pipes and the return pipes to the respective fuel and water tanks, whereby a portion of the charge impelled by the respective fuel and water-pumps is returned to the said tanks, and a consequent reduced charge of fuel and water is passed through the respective fuel and water distributers to .the engine cylinders. The above described operation-of the governor and the said by-pass valves tends, therefore, to automatically govern and regulate the quantity of the fuel charge delivered to the engine cylinders, thereby regulating and controlling the engine operation so that its speed is-uniformly maintained, as well as preventing a surplus of fuel being delivered to the engine cylinders, which is not only wasteful. but which would tend to clog the engine with-partially burned fuel and a consequent collection of carbon and fuel resi-. dues. which by proper feeding, thus assured, would otherwise be entirely consumed, whereby the engine cylinders and valves are kept clean and operative.

The reference character 43 indicates a suitable air-pump, operated through suit able transmission mechanism 44 geared in connection with said driving-gear 42 of the crank-shaft 3. Connected with said air pump is a line of piping 45, the branch pipes 46, 46', 46, and 4 communicate with the respective ato-mizing valves14, connected with Vwhich communicates chamber 48, and through which the pumps plate 49 secured in its closing relation by any suitable means. The permanently closed end of said chambered v body is provided witha packed bearing formed by a stufling box or gland 50, and in like manner said cap-plate 49 is provided with a packed bearing formed by a stufling box or gland 51. A rotatable shaft 52is mounted in said respective packed bearings so as to extend through said chambered body, one of the outer ends of said. shaft being provided with a gear 53 which is driven by a gear 54 mounted on said lay-shaft 10, and whereby said shaft 52 is rotated t9 operate the distributer mechanism in pr per time relation to the pumps and cran -shaft or piston movements. The wall of said chambered body is provided with an inlet-opening 55 with said interior deliver the fluid to be distributed. The permanently closed end of said chambered body I is provided with outlet passages or openings 56, corresponding in number to the number a of engine cylinders 1, and through which the fluid is-distributed to the engine cylinders. Connected with said shaft 52, so as to be rotated thereby, is a rotary valve-disk 57 provided with a suitable valve-port 58. The said valve-disk is provided with a slotted or key 60 connected with said shaft 52,

-whereby the valve disk is rotated by said shaft, but is yet capable of longitudinal movement as actuated by a coil-spring 61 izing valves 14 each comprise a valve-body 62 provided with an exteriorly'thi'eaded extension 63, which screws into an opening in the cylinder walls so as to communicate with the cylinder-chamber 64. Said valve-body and its extension is provided with a longitudinally extending tubular opening 65 terminating at its outlet end in the outlet passage 66 of reduced diameter. Said outlet, passage is surrounded at its inner end with a seat-portion 67 against which is normally seated the conical head .68 of a valvestem 69, the latter being slidably arranged within-said tubular opening 65. Said valve-i stem is'provided with a tubular duct or passage 7 0 from the outlet end of which radiate a plurality of passages or spray ducts 71, the mouths of which open on the conical surface of the head 68;, so that the same are closed when said head is seated upon the hub 59 which is engaged by a transverse pin seatiportion 67. Saidiductorpassage is bon intake passage 74, which connects with.

the hydrocarbon feed piping from the fuel distributer, a water intake passage, 74', which connects with the water feed piping from the water-distributer, and an air intake passage 74", which, connects with the air feed piping from the air-pump. The

said valve-stem projects outwardly from said valve-body through a suitable stufing box 75, with which the latter is provided, and connected with the outer end (if said, valve-stem is a flanged collar 76 which is engaged by the forked arm 77 of a bell-crank 78, preferably pivotally supported by a suitable bracket 79 connected with said valvebody, and said bell-crank 78 being operated throu h a suitable connecting rod '80, by means 0 a cam 81 mounted upon said lay-shaft 10, or any other suitably mounted and driven counter-shaft. By means of such cam-driving mechanism the atomizing valvesare operated in proper time. relation with the pistons and fuel feeding mechanism of the engine. The operation of said bell-crank T8 in connection with said valve-stem tends to slide the latter outwardly, therebyregistering the respective hydrocarbon, water and .air inlet-passages, of the valve-stem, with the respective hydrocarbon, water and air intake passages of the valve-body. The fuel, comprising hydro-carbon, water and air, under the impulsion of the respective pumps, is thereuponforced into said passage or duct 70, and intermixed, thereupon being sprayed outwardly through the sprayducts 71 in such a direction that thespray impinges upon the surface of said seat portion 67, and rebounding therefrom is more finely subdivided, intermixed, and atomized, finally passing into the cylinder chamber 64 through the passage 66, and then being de flected by the deflector-plate 82, which is secured to the piston 2, is carried toward the hot-tube 83, .withwhich each cylinder is provided, whereupon'the ignitionand combustionof the same follows.

Having thus described, generally, the construction of the engine, it remains, briefly to describe the manner of its operation, in distributing, controlling and utilizing the fuel elements, whereby the power is generated. Assuming that the engine is in a cold condition, and it is desired to start the same, I first manipulate the two-way valve 9 to close communication between the pump -7 andthe heavy hydrocarbon tank a,

aoeaeea and opencommunication between the pump 7 and the volatile hydrocarbon tank 5 containing, the easily vaporized hydrocarbon, and at the same time closing the shut-oft valve 24 closing communication between the system. The engine now operatesunder its own power, but is using light or volatile hydrocarbons for fuel. The engine is al-' lowed to thus run until it becomes thoroughly heated up, and the hot tubes 83 have acquired sufficient retained heat to ignite the heavier charges of heavy hydrocarbon.

Such practice obviates the necessity of using the exposed flames of heating torches, or Bunsen burners for heating up to the re quired temperature the hot-tubes 83, and the consequent delay and loss'of time in securing the engine operation. After the hot tubes .83 have thus been heated, the two- Way valve 9, is manipulated to close com-' munication between the pump 7' and the volatile hydrocarbon tank 5, and open communication between the pump 7 and the heavy hydrocarbon tank 4, and the shut-off valve 24 is opened to afiord communication between. the pump 19 and the water-tank 6. The respective pumps 7 and 19, now impel heavy hydrocarbon andwa-ter to the atomizing valves 14, and the air pump continues to supply air. The respective distributers 12 and 22, properly distribute the heavy hydrocarbon and Water to the required atomizing valve and engine cylinder, the

hot-tubes 83'igniting the charges, the electrical ignition system being shut or switched off. The engine now runs on the heavy hydro-carbon fuel. the elements of which being a combination of hydrocarbon oil, water and air, combined substantially, according to the method indicated in said former Patent #832,728, of Oct. 9, 1906.

The operation of the distributer mechanisms and the governor controlled by-pass mechanisms will be understood fromv the above rendered description of those elements.

While the general combination of the various mechanical elements, whereby my novel methodof fuel control and; engine. operation 1s secured, has been described herep in, and illustrated in the accompanying drawings, T'do not wish to be understood as confining myself-to theexact detail mee'hanical relatlon of the same with each other, as illustrated in the. accompanying drawings,

.since the latter are'merely illustrative, and

since the details of combined arrangement, design and mounting of the various mechanical elements may be subject of a wide variation without departing from the principles or scope of the present invention.

I claim 1. In an internal combustion engine provided with a plurality of cylinders, pistons insaid cylinders, and a crank-shaft connected .With said pistons, an atomizing valv connected with each cylinder operated and connected by intermediate mechanism with the engine crank-shaft, a fuel pump operated and connected by intermediate mechanism with the engine crank-shaft and timed to operate its impulses relatively to the Opening of-'s'aid atomizing valves, :1 distributer mechanism between said pump and said atomizing fvalves adapted to successively distribute the impelled fuel to the said atomizing valves, and a governor controlled by-pass mechanism operated and connected "by intermediate mechanism to said engine crankshaft and connected with said distributer mechanism for returning the surplus fuel to the source of supply.

2. In'an internal combustion engine provided with a plurality of cylinders, pistons in s'aid' cylinders, and a crank-shaft connected with said pistons, an atomizing valve connected with each cylinder for intermixing and atomizing aplurality of fuel elements, a pump for each fuel element operated and connected by intermediate mechanism'wit-h theengine crank-shaft and timed to operate their impulses relatively to the opening of said atomizing valves, automatic distributer devices between saidpumps and said atomizing valves adapted to succes sively distribute certain of said fuel elements to said atomizing valves, and governor controlled by-pass mechanisms connected with each distributer mechanism for returning the surplusfuel elements to theirource of supply. g

3. The combination with an internal combustion engine provided with a plurality of cylinders of a hydrocarbon tank, and a water tank, a hydrocarbon pump, a water pump and, an airpump, an atomlzlng and m xing valve connected with each cylinder, delivery pipes interconnecting said respectlve pumps with said atomizing and mixing valves, de-

livery pipes connecting said hydrocarbon pump and said water pump respectively with said hydrocarbon tank and said water tank, and automatic distributer devices connected in the delivery pipes of said hydrocarbon pump and said water pump adapted to successively distribute the fuel elements to said atomizing and mixing valves.

4. The combinationwith an internallcoinbustion engine provided with a plurality of cylinders of a hydro-carbon tank, and a water-tank, a hydrocarbon pump, a water pump and an air pump, anatomizing and mixing valve connected with each cylinder,

tively with said hydrocarbon tank and said water tank, automatic distributer devices connected in the delivery pipes of said hydro-carbon pump and said water pum adapted to successively distribute the fuel elements to said atomizing and mixing valves, a governor controlled by-pass mechanism, and return piping connecting said bypass mechanism between said distributer de- \lCti: and said water-tank and hydrocarbon tan v 5. The combination with an internal combustion engine provided with a plurality of cylinders of a heavy hydrocarbon-tank, a volatile hydrocarbon tank, and a Water tank, a hydrocarbon pump, a water pump and an air pump, an atomizing and mixing valve connected with each cylinder, a hydro carbon distributer device and a water distributer device, delivery pipes connecting respectively said hydrocarbon pump and hydrocarbon distributer device and said water-pump and said water distributer device, delivery pipes connecting each distributer device with said respective atomizing and mixing valves, delivery pipes connecting said air pump with said respective atom-' izing and mixing valves, feed pipes connecting said hydrocarbon pump with said heavy hydrocarbon tank and said volatile hydrocarbon tank. a two-way valve in the line of said feed pipes for alternately connecting either the heavy hydrocarbon tank or the volatile hydrocarbon tank operatively with said hydrocarbon pump at will, and a feed pipe connecting said water pump with said water tank, and a shut-off valve in the line of said feed pipe.

6. The combination with an internal combustion engine provided with a plurality of cylinders of a heavy hydrocarbon tank, a volatile hydrocarbon tank, and a water tank, a hydrocarbon pump, a-water-pump and an air pump, an atomizing and mixing valve connected with each'cylinder, a hydrocarbon distributer device and a; water-"distributer device, delivery pipes connecting respectively said hydrocarbon pump and hydro feed pipes for alternately connecting either the heavy hydrocarbon tank orrthe volatile hydrocarbon tank operatively with said hydrocarbon pump at will, a feed-pipe connecting said water pump with said water tank, and a shut ofi valve in the line of said feed pipe, a governor controlled bypass mechanism, and return piping connecting said by-pass mechanism between said distributer devices and said water tank and hydrocarbon tank. r

7. The combination with an internal combustion engine provided with a plurality of cylinders, pistons in said cylinders, and a crank-shaft connected with said pistons, of a hydrocarbon tank, a hydrocarbon pump, and a hydrocarbon distributer device, atomizing and mixing valves connected with each cylinder, a delivery pipe connecting said pump with said distributer device, a plurality of feed pipes connecting said distribatomizin maaeaa and mim'ng valves, a feed pipe connecting said pump with said tank, a return pipe connecting said'distributer device with said tank, and a governor controlled by-pass mechanism connected in said return pipe; said pump, said distributer device, said and mim'ng valves, and said bypass mec anism, being operated in timed relation to the movements of the engine pistons by intermediate mechanism driven from the engine crank-shaft.

' In testimony, that I claim the invention set forth above I have hereunto set my hand this eighteenth day of May, 1912.

Witnesses 1 LORENZO J. RILEY, JAMES, Rose. 

